ringwald



Feb. 1, 1927.

C. RINGWALD IGNITION APPARATUS Filed Feb, 27, 1925 3 Sheets-Sheet 1,Ja/ML dwf c. RINGWALD IGNITION APPARATUS Feb. 1 1927. 1,616,428/

Filed Feb. 27, 1925 3 Sheets-Sheet 2 WMM, 0%?

CZ arene@ Pzvgwa Zd Feb; 1 1927.

c. RxNGwALD Filed Feb. 27. 1925 5 Sheets-Sheet 5 @man g Cla ref? cez'rggwald Patentedy Feb. 1, 1927.

UNITED sTA'ri-:sl

PATENT orFics.

CLARENCE .BINGWALIL OF CHICAGO, ILLINOIS, ASSIGNOR TO BIROWN da CAINE,INC., l

OF CHICAGO, ILLINOIS, A; CORPORATION OF ILLINOIS.

f IGNITION. APPARATUS.

Appiication nieu ebruary 27, 1925. seriai No. 11,903.

My invention relates to ignition apparatus for internal combustionengines.

While the particular embodiment which I shall hereafter disclose isadapted for use on 5 Ford automobiles, that is, forms a replace- A mentsystem for the system provided by the manufacturer, I do not intend tolimit the invention to such an embodiment but intend the invention to beapplicable to general 1U use. v

I am aware that numerous replacement systems for Ford automobiles havebeen put upon the market with various degrees of success. I find that-acommon fault of all 1 'i of them is that the owner of the automobile,

unless he is an expert in such matters, is notable 'to apply the' systemhimself, but must employ the services of a mechanic to have the systeminstalled. 2f." .I ,liave endeavored to provide a simple and inexpensivebut high' grade system for sale hy'cataIOg, as for example, through mailorder channels. .l The inherent difficulty of applying and installing a.system of this S5 kind, as known tothe prior art, is so great as toprohibit any but restricted distribution. Hence I have found. that,unless the system is so designed and constructed as to require yonlysimple or elementary acts on i .3U the part of the purchaser, he willnot buy through the aforesaid channels but shall prefer to pay a higherprice and take a lower grade system,

md have it applied ocally.

:=. It 'appears that the crux of installing a system of this kind, asheretofore known, 1s in getting the system'timed to the engine. `Thematter oifapp'lying the various parts and of bolting4 them together issimple 4i enough, but that is not all that there is to it. The systemmusty then be timed. In systems heretofore known, the operator'has been'coiiipclledto mesh and unmesh4 the timingr gears in ,an attempt tgetthem in -propy 4.', ei'ly timed relation and', by this eilt and try...inctliocL)finally secures synchronism between the ignition mechanismand the engine.

l have conceived the possibility of -providiiig a system in which allthe parts of the :1 i system, which are required when it is finallylinstalleCLto be in synchronism or fixed angular relation to each other,are assembled jand held in such fixed relation when the unit isdelivered to, the purchaser that all the pur- 5: Chaser needs to do isto apply the system in so lon as he can purchase it theonl way in whichit can be applied andl 1t 1s t en in operative condition without furtherwork-to time the same.

Systems of this 'class employ a breaker-and tlmer head which, due to therequirements of space and working conditions under the hood of theautomobile, is raised above the cam and timer shaft of the engine andoperated by a Vertical or substantiallyvertical shaft. This latter shaftis connected to the cam and timer shaft of the Ford engine by a pairofgears. In the Ford-engine the cam and timer shaft has a pin fixed in apredetermined angular position, which lhas a certain invariable definiterelation to the main shaft which is the same in ,all Ford engines. Thiscam and timer shaft is rotated in exact synchronism with the main shaftbut at half speed. In systems, as previously constructed, it wascustomary to provide the lower or horizontal gear loose so that it couldbe readily attached to the cam shaft of the engine. The other, orvertical gear, was usually mounted on the lower end of the distributorand interrupter shaft. After the lower gear was attached to the camshaft, theV device was assembled byv meshin the two gears. Butsuchmeshing at random could not be depended upon to time the ignitionsystem to the engine. l

-Now, according to my invention, I provide a systeml in which the two.ears are assembled in timed relationwhen t `e device leaves themanufacturer,- and the device is so constructed that the lower gear canbe attached to the cam shaft of the engine without taking the gears,which are so assembled and timed, out of mesh. A lso ydue to the key wayinthe horizontal gear and the pin on the horizontal shaft of the engine,the unit can be assembledl in only one predeterminedposition. Hence thecam shaft, a difficult problem of consti'uction and operation ispresented. The space provided for disposing and mounting the, verticalinterrupter and distributor shaft is highly limited. lThe cam shaft hasend play which cannot be prevented by the ignition mechanism.Furthermore, because 'of the-410 i Asmall space available, the'shaftsmusthe disl posed as close to each other as possible. I f bevel or spurgears were employed, under the circumstances, the wear would beexcessive because of the small number of teeth in mesh and motion wouldbe irregular forthe same reason. I solve all of the above diliicultiesby "employing helical gears. These .gears permit close spacing of thetwo shafts.

They give highly .satisfactory transmission of motion .With uniformetl'ect and .they permit endwise motion ofthe cam shaft without anyappreciable disturbing effecten the timing of the engine. 1n addition,they provide easy andv convenient means for attachoperating a deviceembodying my invention,

I shall describe in connection with the accompanying drawings, oneembodiment in which the invention appears.

In the drawings: j Figure 1 is a rear'elevat'ional view of theinterrupter and distributor device and its mounting showing'the upperpart 1n sec- Fig. 2 is a horizontal cross section take on line 2 2 ofFig. 1, and illustrates the novel manner of mounting the condenser, thebreaker arm, and the stationary contact;

Fig. 3 is a top plan view of the interrupter mechanism taken on line 3 3of Fig. 1;

Fig. 4 is a cross section taken on the line 4 4 of Fig. 1, showing thetimergears;

Fig. 5 is anenlarged cross section taken on the line 5 5 of Fig. y1 andillustrates the novel means employed to keep the timer gears inposition;

Fig. 6 is a front elevational View ot the interruptor 'and distributorillustratingthe manner of mounting the device' ot'. my 1nvention on theFord engine;

Fig. 7 is a section takcnon line 7 7 of Fig. 1;

Fig. 8 is a section taken on line 8 3 of Fig. .4 and shows the manner ofsecuring the timer gear to the' shaft; and

Fig. 9 is a wiring diagram.

Y ln the preferred 'embodiment of inyyinvention, as illustrated inthe'drawings, the numeral 10 designates a die cast housingr or headcontaining the interrupter mechanism. A horizontal cylindrical recess 11for receiving the cylindrical condenser 12 is formed at one side of thehousing 10. One terminal, i. e.. the grounded terminal of the condenseris connected to a bare copper strap 13, the Vopposite end of which isplaced underthe breaker arm spring 14 and 1s held by the spring 14against and in contactl with the inner wall of the casing 10 which 1sgrounded. The strap 13 passes th'rough a siotin the rear part of thecondenser pocket. The other terminal of the condenser 12 is connected bymeans of an insulated wire 15, which passes through a similar slotl inthe frontpart of the condenser housing, to a live contact plate 16which" is fixed in. position4 lside of the high tension winding 82 ofthe induction coil 83. The casing 10 is provided with a pair of lugs 71to which are fitted the spring catches 72 for holding the distributorcap 21 lirmly upon the casing 10.

Terminal plate 16 has an integral lug 58 bent up at the side facing theinterrupter arm 24 and this luglis 'threaded to receive the adjustablecontact screw 32. The plate 16 has an external terminal 65 formed as anextendedl ear projecting through an opening in the casing. At its outerend the ear has a bent up end or lug threaded to receive a clampingscrew 67. A terminal clip 66 is held by screw 67. The plate 16 isinsulated from the housing 10 by a sheet of insulating materia-l andinsulating bushings for the holding screws which insulation is not showninthe drawings.

The condenser 18, which is a rolled condenser cylindrical in form, hasan axial hole therethrough. This condenser lits inits recess in the head10 and'is held in.plaee by screw 18 and a sealing disc 20 for Closingthe front end ot the housing 11. The washer or disc 20 is preferablydished so as to be expanded b v the screw 19 when the same is drawntight. telt disc or washer 20 is placed under the liber washer 20.

The distributor mechanism consists of a breaker arm 24 which in crosssection is channel shaped and has one ot its ends formed into a loop.The looped end emlttf) braces .the fiber bushing 25. This bushingr inturn is mounted on a pin 26 which projects vertically upward troni thelug 27 which is `formed integral with the housing 1t). A plate 23, whichlike the arm is pref crably formed of sheet nleal. is secured to thebreaker arnil 2l by means ot' the rivets 29. The rear cud ot' thenicuiber 2S is bent. in'to'a hook or linger for catching the front. endof spring 14. This spring l1 may consist et one or more leaves bentaround the loopedjend ot' arm 24 and tending to close the contacts 31.32. The other end is bent upwardly and to it is secured the cam followeror finger 80, which is preferably formed of a piece of bakelized liberor cloth sheet, or other suitable insulating material. An interruptercontact 31 is secured, as by riveting on the front end of the breakerarm 24, and this contact is adapted to (zo-operate with contact screw32. The screw 32 threads through the bracket or lug -58 of the plate 16.The front end of the contact screw 32 is formed with a hexagonalportionso that it may be suitably gripped by a wrench. A lock nut 34 serves tolock the screw 32 in adjusted position.

T he. breaker arm 24 is rocked on its pivot 26 by a cam member 35 whichSecured upon the upper end of theI vertically ex-` tending arm shaft 36.The cam 35 is, 1n this inst-ance, shown as designed for a :tour-CyLinder engine. It is understood, however, that the number of cam pointsmay be varied to correspond with the engine. The

cam 35 is made of steel and is provided with a bore, lthe lower part ofwhich is conical for clutching the cam to the upper tapered end 59 ofshaft 36 and the upper part ot' which is cylindrical to be piloted uponthe upper lreduced cylindrical part ot' the shaft. 36 above-the conicalclutch part 59. The cam 35 has an integral portion extending upward toform a driving connection for the distributor arm 40. The upper part isdrilled and counterbored to permit the screw 37 to 'extend down into theend ot shaft 36 for clutching'the cam member 35 to said upper end ofshaft 36. The upper'end .60 of cam member 35 forms a clutch todistributor arm 40, an eccentric cross notch 39 being tormed -in saidend 60, so thatthe arm 40 can be applied in only one predeterminedposition which will correspond to the timing of the engine and thedriving gears later to be de scribed. A cross rib is formed in thebottom ot socket 38 to co-operate with the cross notch 39. Adistributing plate or finger 4l is securely mounted, as by a moul'led inrivet, in .a recess provided for it in the outer end o't the rotor 40and is adapted to rotate with it and distribute the high tension curvrent to the stationary distributing terminals 22 in order. I'Thedistributor linger or contit) tact -tl is connected by a radiallyextending spring 42 which is secured by the same rivet as the one whichholds the contact 4. 'lhis spring 42 makes contact with the carbonbutton I3 which `is mounted on the bottom of the central terminal 23. f'lhe shaft 36 is provided with a collar .4l which is shrunk, orotherwise tirmly secured thereon. A bushing 45 serves as a suitablebearing surface for the collar for taking the, end thrust ot' shaft 36.The bushing 45 thus takes the axial and radial load oi shaft 36.

The bushing 45 is secured permanently in position by being pressed intothe upper open end 62 oi' the vertical housing or trame 46. A grove73 inthe bushing 45 permits The housing 46 has an integral collar orV flange48 which is provided with two arcuate slots 74 into which fit vthearcuate lugs 75 which are integral with the housing 10; Screws 35 serveto hold these parts together. Suitable spring washers lie between theheads of the screws and the lugs 75, so that the parts are, heldtogether by friction. A steel antit'riction plate 47 lies between flange48 and the bottom ot the housing 10. 'lhe housing 10, has an ear 49integral therewith by which it may be swung back and forth relative thehousing 46 for the manual advance and retard of the spark.

The shaft 36, which at its upper end, bears the interrupter anddistributor mechanism, projects at its lower end through a bearing 63formed integrally with the lower end of the frame 46.

A bell shaped housing 85, which is open at front and rear, is formedintegral with the lower end ofthe frame 46. The frame 46 is united atone side of the bell shaped housing 85 with said housing, so as toprovide in the lower end of the irame 46 and partially within the bellshaped housing 85 suitable space t'or the vertical gear 50,' whichvertical gear has' an integral collar extending upwardly and .engagingthe end of the integral bearing 6 3. Thus the lcollar 68 forms an en'dbearing for the lower end of the shaft'36. The tTear 50 is keyed to thevertical shaft 36 as'by means of the key 5l, shown in Fig. 4 and it ispinned against endwise movement by the screw 70.

It will thus be seen that the vertical shaft 36 and the vertical gear 50are restrained trom endwise play. The gear 5() has helical teeth thereonadapted to co-operatewith vthe co-operating teeth on a horizontallydisposed gear 52. The gear 52 is formed on the outer end ot a sleevemember 87 which sleeve member is shown in section in Fig. 8. rlhissleeve member has a wide groove 8S, circumferentially about the same.'lhe sleeve member S7 tits into a cylindrical bore 89 in the bellhousing and is held in place therein by'a forked retainer 53. whichforked retainer 53 has lingers Vproject'ing into the annular groove. 38in the sleeve member 37, and this retainer holds the sleeve member inthe bore 89 so closely that it cannot. be moved out ol the retainer, noris the groove wide enough to permit sutlicient end play to take the gearteeth out ot mesh.

'l`he small open end ot' the bell housing 85 is adapted to be closed bya cover. member 56, the line of division between the cover member 56 andthe bell housing 85 being such as to expose the front end ofthe gear 52.

The forked retainer member 53 which is llitl generally Y-sliaped has itsstein 90 seate'dvin a recess 91 formed in the bottomvof the bellhousing,` and a fasteningscrew holds the stem 90 in said recess, thestem fitting nicely into said recess to preventl cooking or turningofthe same. t

The permissible space within which the parts may be disposed is-limited,and in applying the device of `my invention -to the Ford automobile, thebell housing 85`is seated upon a'circular seat which encloses orsurrounds the end of the cam shaft 86. The cam shaft 86 hasareducedforwardend 92 Awhich is provided with a shoulder pin 93, this pin beingdriven into a hole in the reduced portion 92and serving as a key. Theextremity of the reduced portion 92 is threaded. Because of spacerequirement, the shaft 36 must be placed fairly far forward with respectto the end of the cam shaft 86 and yet there is not suitable space forgears of any size. I find that it is necessary to put the shaft 36 atsuch a place so that the helical gear 52 is partly projected beyond theend of the cam shaft 92. In order to secure the gear 52 firmly in place,I provide a cylindrical bore for the sleeve member 87 of keyco-operating with the keyway 76 formed on the inside of the sleevemember 87. I

i also place a vpair of spacing washers 77 and 78 between the shoulder79 on the shaft 86 and the end of the sleeve member 87, so as to bringthe helical gear at the proper point with respect to its co-operatinggear.

The front end of the sleeve member 87, which lies over the threadedextremity of the cam shaft 86, is counterbored to receive the reducedsleeve 93 formed on the rear side of the nut 65. The sleeve and nut arethread- -ed to co-operate with the threads on the end of the cam shaft86, the shoulder between the nut and ythe sleeve 93 clamping. the sleevemember 87 upon which the gear 52 is formed firmly upon the shaft 86 sothat said sleeve with its integral ge'a'r forms substantially anintegral mechanical extension of the cam shaft 86,

The cam shaft 86 in practice always has a certain amount of end play andthe bore in the bell housing 85 and in the cap 56 permits a certainamountof endwise play ot the shaft and its connected gear and nut.

'lhs endwise play does not seriously interspring 95, which spring 95 issecured under one of the studs 96 ofthe gear housing 97 of the engine.The spring 95 is sufliciently stiff to 'hold the cap and the bellhousing in place on the seat on the gear casing 97, and

the forward end. ofthe spring 95'is provided with a stud or projection98which extends into a co-operating recess formed in the cap member 56.The vertical frame 46 and its connected bell housing 85 are held inplace by. a diagonal strut or bracket arm 99,

which is connected at its upper end to the frame 46 and at itsfree endit is slotted and passed under the head of the clamping stud 96,heretofore referred to. This holds the unit in a predetermined angularlposition with respect to the shaft 86.

Now it will be apparent that the gears 50 and 52` being held permanentlyin mesh,

of adjustment to fit the individual require-y ment-s of the car ownermay be desired. For this purpose the cone clutch formed of the parts 35and 59 may be released to adjust the cam and timer structure withrespect to the driving shaft 36. f

This adjustmentneed not, however, be resorted to-for .the application ofthe device successfully to the automobile.

The device of my invention employs two classes of couplings orconnections.- One class includes elements like the gears which, fromtheir very nature, may be meshed or coupled in more than one assembly oran- `cular relation. The other class, like the ,key way 76 and pin 93 orlike the eccentric cross groove 39 in the rotor, permit of assembly inonly one assembly or angular relation. All devices of the first classare permanent-ly assembled in fixed relation so that connections of thesecond class alone 'remain to be made. Since these cannot be incorrectlymade the number of such connectionswhich may be required 4is immaterialand it is withinthe present invention to make such connections at anydesired point.

The specific form of interrupter and distributer mechanism which I haveshown is" notl required for lthe practice of "the invention -hereinclaimed. `Any suitable interrup-ter and distributer mechanism ofthcIprior art may be employed at the upper end of shaft 36. iVhile I haveshown the shaft 36 as vertical and have so described it in thespecification and named itin the claims, it is to be understood thatwhether this shaft is strictly vertical ornot is immaterial to theinvention. 1

I d0 not.l intend to be limited to the details shown or described.

1. In ignition apparatus ofthe class described, a frame having a housingat its lower end, a shaft extending up through the i frame, afgearmounted on the .lower end 'of the shaft and disposed in the housing,

igniter mechanism secured to the upperl end of theshaft, a horizontalgear meshing with said first gear held in and by said housingpermanentlyin'mesh with said first gear and being removable with the housing.

, 2. In ignition apparatus, a vertical frame having ahousing at itslower end, a vertical shaft in thel frame having interrupter anddistributor mechanism at its upper-end, a gear on the lower end of saidvertical shaft disposed in saidhousing, a co-operating horizontal.' gearpermanently mounted in said housing and means for securing said lattergear to the driving shaft of an engine, sald securing means beingcapable of attaching said gearto said shaft in one predeterminedposition only.

3. In combination, igniter mechanism comrising a vertical tubular framemember.

earing a head member at its upper end, a vertical shaft journalled insaid frame member, a bell housing Vat the lower end of the frame member,the mouth of the bell housing being adapted to seat on a circular seaton the engine frame, a vertical gear in the bell housing securedH on thelower end -of they aforesaid shaft, a horizontal gear mounted in thebell housing in permanently, timed relation to the rst gear, and meansfor connecting thev horizontal gear to` the driving shaft of the enginein one position only to secure correct timing of the igniter mechanismupon connection of the latter gear tothe driving shaft.

4. In combination, igniter mechanism comprising a'vertical tubular framemember bearing an igniter head at its upper end, a vertical'shaftjournalled in said frame member, a bell housing at the lower end of theframe member, said bell housing being opened at front and rear, themouth of the bell housing being adapted to seat on a circularl seat onthe engine frame, a vertical gear 1n the bell housing secured on thelower end of the aforesaid shaft,

ing in-the bell housing, and a cover for the rear opening in the bellhousing.

5.111 combination, a frame member having a bell housing open at frontand rear,

a vertical shaft mounted in the frame member and having a skew gearconnected to the lower end thereof, a co-operating skew gearhorizontallydisposed in the bell housing, said horizontal skew gear having a keywaytherein, a driving shaft projecting into the .horizontal gear, saidshaft having a key member co-operating with said keyway, means forholding said gears in permanently timed relation, and a tubular -nutthreaded on the end ofthe driving shaft, said nut being inserted throughthe rear end of the bell housing, and a cover member for the rear end ofthe bell housing.

6. In combination, a frame member having a bell housing, a verticalshaft in the frame member, a skew gear secured on the lower end of thevertical shaft, a horizontal shaft projecting into the bell housing, a

skew gear having a sleeve extending over the end of the shaft, saidsleeve and shaft having means for keying the same together in oneposition only, a tubular nut extending inside of the gear and threadedon the end of the horizontal shaft, and a cover for the rear end of thehousing enclosing said nut,

. O 7. In combination, a frame member hav-l ing a bell housing at thelower end, said bell housing being open at the front and rear, avertical shaft disposed in the frame member and having a helical gearonits lower end `disposed in the housing, a co-operating helical gearhaving a laterally extending sleeve mounted in the bell housin saidgears being in mesh, and means em racing the sleeve for holding thegears in permanently meshed relation, a cover member for the rear end ofthe housing and a fastening nut adapted to be telescoped with the gearfor connecting the gear to the driving shaft.

8. In combination, a frame member having a flared `housing at its lowerend, open at front and rear, the large iiared end being adapted to seaton a seat on the engine frame, a vertical shaft in the first' mentionedframe having a helical gear at its lower end, said gear extending intothe housing, a horizontal helical gear meshing with the first said gear,said horizontal gear having a sleeve extending towards the open flaredend of the housing` said sleeve providing a reduced portion forming awide groove, andl a fork member lying in said groove and embracing thesleeve, said fork member being secured in said housing, and holding thegears permanently in mesh and timed relation.

Q In combination, a frame having a bell housing at its lower end, thebell housing being open at front and rear, a vertical shaft in the framehaving a gear secured at its lower end and extending into the housing, aeri-operating horizontal gear disposed in the housing, said horizontalgear having a laterally extending collar having a Wide groove in saidsleeve, said housing having a down- Wardly extending recess, a forkmember having arms lying in said groove and holding thel horizontal gearfrom movement out of mesh with the vertical ear, said fork member beingsecured in said recess.

10. In combination, a frame member having a horizontally disposed bellhousing at its lower end, a vertical shaftin the frame member having agear at its lower end extending into the housing, a co-operatinghorizontal gear meshing with the vertical gear, said horizontal gearhavingan axially extending sleeve, said sleeve having a Wide groovetherein, a fork having arms embracing the sleeve and lying inthe groove,said groove being wide enough to permit endwise play of the horizontalgear, the fork preventing sufficient endwise movement to disengage thegears, a nut extending into the end of the gear for securing the gear tothe cam shaft of an engine, and a cover member' for the rear end of thehousing, said cover member being removable for the application of saidnut.

11. In combination, awhousing, substan tially bell shaped, open at frontand rear, and having a cylindrical bore therein, a tubular member havinga gear at one end and a. relatively wide circumferential groove at theother end, said tubular member lying in said bore, a keyway formed inthe tubular member, said housing having a recess in the side thereof, afork member having its base set in said recess and having its armsextending into the groove for holding said tubular member in said door,and a cover for the rear end of the housing.

l2. In combination, a bell shaped housing open at frontV and rear andhaving a cylindrical bore therethrough, a sleeve member having a gear atone end thereof and a Wide circumferential groove at the other, saidsleeve having a keyway therein, a shaft projecting into the sleeve, saidshaft having a key co-operating with said keyway, said sleeve beingcounter-bored, a nut having an extending sleeve projecting into saidcounterbore and threading on the end of the shaft, andV a cover memberfor the small end of the bell housing, said cover member enclosingsaidnut.

13. In combination, a bell shaped housing open at front. and rearandhaving a cylindrical bore therethrough, a sleeve member having a gear atone end thereof and a Wide circumferential groove at the other, saidsleeve having a lreyway therein, a shaft projecting into the sleeve,said shaft having a key co-operating With said keyway, said sleevebeingcounterbored, a nut having an extending sleeve projecting into saidcounterboreand threading on the end of the shaft, a cover member for thesmall end of ving the bell housing, ysaid'cover memberl enclosing saidnut, and a holding member secured to the casing, said holding memberhaving arms embracing the groove portion of said sleeve. v f

14. In combination, a bell shaped housing having a cylindrical bore,said housing being open at front and rear, a sleeve member lying insaidbore, said. sleeve member having a gear at the end thereof adjacent thesmall end of the housing and having a wide circumferential groove in theopposite end of the sleeve, a cover member for the rear end of thehousing. a shaft projecting into the sleeve, said shaft and sleevehavkey means for connecting the two together for rotation in unison,means mounted inside the casing and co-operating with said groove forholding the sleeve in the bore. and means introducible through the smallend of the housing for clamping the sleeve and the shafttogether.

15,. In combination, an interrupter and distributor mechanism, ahousing, an interrupter anddistributor driving shaft journaled in thehousing, a gear fixed yon the lower end of the shaft, a co-operatingdriving gear meshing with said first gear, means 1n said housing forholding said gears permanently in mesh, said` driving gear having meanspermitting connection with the co-operating timer shaft in one angularposition only, said gears being timed when assembled 1n said housing' sothat upon application of the driving gear to its timer shaft thedistributor and timer are properly timed to fire the motor.

16. In a device of the class described, the combination of a shafthousing having an integral portion in the form .of a gear casing, a pairof gears in right angle relationship mounted permanently in said casing,one of said gears being mounted on a vertical shaft extending throughsaid shaft housing and having a cam member mounted at the other endthereof, a second gear being adapted for mounting on a timer shaft, adistributor member eo-opcrating with said cam member, means on saidshaft housing for mounting same, the relationship of the distributor,cam and gears being such as to permit of the device being inherentlytimed at all times independently of its application to the timer shaft.

1T. In combination,I an interrupter and distributor mechanism, ahousing, an interrupter and distributor ldriving shaft journalled in thehousing,

ing gear meshing with said first gear and means in said housing forholding said gears permanently in mesh, said driving gear having meanspermitting connection with the cooperating timer shaft in one angularposition only.

a gear fixed on the lower end of the shaft, a co-operating driv- 18.Ignition apparatus for use With a Ford type of engine comprising as aunit construction, a horizontal pinion for attachlsaid horizontalpinionfhaving a key v'vay for coupling it in only one position to thesaid timer shaft, said pinlons being assembled and meshed inpredetermined relation to synchronize the action of the timer andinteri-u ter mechanism with the timer shaft, and a rame for said pinionsand said shaft for holding said parts permanently in conf neeted'lposition, said frame having means for attaching'the same to the frame ofthe engine at a predetermined position.

19. An inherently timed ignition device for attachment to an engineshaft comprising a housing, circuit breaker and distributorvmechanismhaving drive members termina-ting inl a coupling in said housing, saidcoupling being attachable in only one detinit-e angular position tothesaid engine shaft, said drive 'members being perma nently assembledin and retained by 'said housing.

20. In a .device of the class described, a pinion having helical teethat `o ne end, and an extending integral sleeve, said pinion having anaxial bore and a longitudinal key -way in said bore, said pinion havingan enlarged counterbore, at yits outer end,` said sleeve having aretaining groove on its external surface terminating in shoulders.

21. In a ydevice of the class described, a pinion having helical teethat" one end, and an extending integral sleeve, said pinion having aaxial bore and a longitudinal key vvay in said bore, said pinion havingan enlarged counterbore at its outer end, said sleeve having avretaining groove on its exterual surface v terminating in shoulders, ashaft having a reduced outer end, a shoulder Where said reduced endbegins, a pin in the said shaft adapted to lie in the key Way, saidpinion having its sleeve member mounted Aon a reduced end of the shaftand extending beyond said reduced end, and a nut having a polygonal endportion and 'a reduced sleeve htting into said counter bore and threadedupon the end of said reduced portion ofthe shaft.

22. In combination, a pinion having helical teeth, an integral sleeveextending from the rear end of the pinion, a retaining groove in saidsleeve, said pinion having a central aperture comprising a main boreadjacent the sleeve end and a counterbore adjacent the pinion end, a keyWay extending pinion having a retaimng groove, a tubular helical pinionin said bore, a cover member for the front end of said bore, sai-dhousing having a recess opening into said lhorizontal bore, and aretaining member extending into said groove for'v retaining said pinionand being mounted in said recess.

In Witness whereof, I hereunto subscribe my name this 24th'day ofFebruary, 1925.

CLARENCE RINGWALD.

